Fluid pressure operated motor and switch



Aug. 30, 1949. PRICE 2,480,768

FLUID PRESSURE OPERATED MOTOR AND SWITCH Original Filed Nov. 13, 1940 2 Sheets-Sheet 1 INVENTOR HA 2090 W: pE/CE BY I 11 ATT RNEY Aug. 30, 1949. w, PRgcE 2,480,768

FLUID PRESSURE OPERATED MOTOR AND SWITCH Original Filed Nov. 13, 1940 2 Sheets-Sheet 2 4 2. 56 5d n r 1 "53 iri: 42 n i @6 2 1 1" D 1:}

88 74 a :ilr 4a /74 a J6 a /70 INVENTOR BY HAROLD 14C PRICE UNITED STATES PATENT OFFICE FLUID PRESSURE OPERATED MOTOR AND SWITCH Harold W. Price, Bradenton, Fla., assignor to Bendix Aviation Corporation, South Bend, Ind., a

corporation of Delaware Original application November 13, 1940, Serial No.

365,413. Divided and this application March 24, 1945, Serial No. 584,647

2 Claims.

1 This invention relates to motors and more particularly to the spring and pressure differential operated motor unit of the so-called kickdown transmission mechanism which constitutes transmission operating and ignition controlling motor unit constituting my invention.

Referring to Figure 1 of the drawing diagrammatically disclosing a transmission operating apart of the power plant of certain 1941 model 5 kickdown mechanism including the motor unit cars. This trans ission mechanism, Whic is constituting my invention, the reference numeral similar in general to that disclosed in the U. S. in indicates a power operated two-speeds forward patent to Matulaitis No. 2,296,646 dated Septemselective gear transmission mechanism which may ber 22, 1942, includes a transmission operating be placed ahead of or to the rear of a manually crank which is moved to its upshift position by operated selective gear or so-called step type of the vacuum operation of the spring and pressure transmission in the power transmission mechadifierential operated motor of said mechanism nism of an automotive vehicle; or this power and to its kickdown position by the operation of operated transmission may be combined with the the spring of said motor. As disclosed in the manually operated transmission as a single transaforementioned patent the motor of the kickdown mission unit. The manually operated step transmechanism is controlled by a solenoid and spring mission may be omitted and the transmission l0, operated three-way valve and the power element modified to include a manually operated reverse of said motor is held in its upshift position by gear, may be combined with the rear axle mechathe combined effect by a differential of gaseous nism of the vehicle to provide what is known in pressures and a latch mechanism. the art as a two-speed rear axle. If a manually Now the kickdown motor of my invention, which operated step transmission is incorporated in the incidentally is disclosed in my parent application transmission system, then a manually or power Serial No. 365,413, filed November 13, 1940, now operated friction clutch may be included in said Patent No. 2,440,558, granted April 27, 1948, consystem. stitutes an improvement over the above described 5 The transmission in includes a drive shaft and type of motor by virtue of its simplicity; for in a driven shaft, not shown, and should said transthe motor of my invention there is no latch mechmission be placed ahead of a manually operated anism and the armature ofan electromagnet transmission, not shown, then the drive shaft serves-to hold the power element of the motor in is connected to a clutch, not shown, and the its upshift position. driven shaft is connected to the drive shaft of A further object of my invention is to provide the manually operated transmission. Should a simple, compact and eifective spring and presthe transmission Ill be placed to the rear of a sure differential operated motor unit for use in manually operated transmission, then the drive the so-called kickdown transmission mechanism shaft of the transmission i0 is connected to the of the day, said motor unit including electromagdriven shaft of the latter transmission and the netic means for operating the control valve condriven shaft of the transmission III is connected stituting a part of the motor unit and for holdto the propeller shaft of the vehicle. ing the power element of said unit in its upshift The so-called transmission operating kickdown position. mechanism of Figure 1 is controlled either by the Other objects of the invention and desirable 4 throttle controlling means of the vehicle or by details of construction and combinations of parts a vehicle speed-responsive governor, depending will become apparent from the following descrlpupon the particular operation desired, said power tion of a certain embodiment, which description means serving to operate any type of transmisis taken in conjunction with the accompanying sion that will alternately effect an increase and drawings, in which: a decrease of the speed ratio between the engine Figure 1 is a diagrammatic view disclosing a and the driving ground wheels of the vehicle. transmission operating kickdown mechanism, said The kickdown mechanism of Figure 1 also serves mechanism including the motor unit constituting to, in part, control the operation of the engine my invention; and controlling ignition system to facilitate the oper- Figure 2'is a longitudinal sectional view of the so ation of the change-speed transmission by sa power means. It follows, therefore, that it is within the purview oi my invention to employ a two-speeds forward planetary transmission. However, I prefer to employ a selective gear type of two-speeds rorward transmission cooperating with a manually operated selective gear transmission, a fluid clutch and a friction clutch, the two clutches and manually operated transmission being interposed between the engine and the first mentioned transmission in the power transmitting mechanism of the vehicle.

It is particularly desirable that the transmission operating and ignition controlling power means of Figure 1 be incorporated in an automotive vehicle equipped with a fluid coupling type of clutch for'transm'itting the drive from the internal-combustion engine 01' the vehicle to the change-speed transmission mechanism. Such a clutch, which is well known to those skilled in this art, constitutes a yieldable connection between the, engineand the drive shaft of the change-speed transmission and at all times during the operation or the engine serves as a forcetransmiting medium. Inasmuch as the clutch will slip until the speed ratio of the rotor and stator elements of the clutch is l to 1 and inasmuch as with such a clutch there is no clutch disengaging operation' to be, effected, it follows that the fluid clutch will facilitate an operation of the selective change-speed transmission mechanism to the rear or the clutch and it also follows that such a mechanism may be simplified by reducing the number of driving ratio settings thereof. Accordingly, the change-speed transmission of the vehicle may be limited to the simple two-speed selective gear transmission I disclosed in Figure 1. However, to facilitate a starting of the vehicle when the same is, say, mired in soft ground or when, for any other reason, the load to be driven is relatively heavy, the transmission iii may, as heretofore mentioned, be supplemented by a friction clutch and the aforementioned selective gear transmission mechanism, the latter being manually operated to select a relatively low speed ratio between the engine and the vehicle driving wheels or propeller shaft. Such a manually operated supplemental selective transmission may, after the friction clutch is disengaged, be operated to place the transmission in neutral, that is, disconnect the engine or other prime mover from the driving ground wheels. Such a neutral setting, in a vehicle provided with a fluid clutch, will obviate an undesired creeping of the vehicle after it has been brought .to a stop and will also obviate a P possible stalling of the engine should the viscosity of the oil or other power-transmitting medium oi the clutch he unduly increased by cold weather.

Describing now the transmission operating and ignition controlling power means disclosed in Figure 1, said means includes my invention, that is a spring and pressure differential operated motor and valve unit I2; and said unit iscone trolled by' a vehicle speed-responsivegovernor i6 and by the accelerator I6 of the vehicle. As will be described hereinafter, a motor operated so-called ignition interrupter switch I8, a twopart governor operated switch mechanism 20, an accelerator operated two-part switch mechanism 22, and wiring interconnecting said switch mechanisms with the primary winding 24 of an ignition coil 26 and with an igniton switch 28, constitute electrical means operative to successively cut out and cut in a distributor 30 as a so-called kickdown or step-down operation of the transmission is being effected. The ignition coil and distributor constitute two of the principal parts of the engine controlling ignition system, which is a of conventional design.

The accelerator it of the vehicle is operably connected to the throttle valve or so-called butterfiy 90 of the carburetor by force transmitting means including links t2 and 94 and a crank 96. One end of the link 92 is slidably mounted within the end of a lever 98 fulcrumed at I00 and biased to the left, Figure 1, by a relatively heavy spring I02. A lever I04 which is wired to ground is biased to the right, Figure 1, by a relatively light spring I06 which is weaker than the spring I02. Contacts I08 and H0 are secured respectively to the levers I04 and 98 and together constitute one of the switches of the accelerator operated switch mechanism 22. This switch, which is grounded, is indicated by the reference numeral H2. The spring I02, being stronger than the spring I06 maintains the contacts H08 and H0 in abutment to close the switch H2 when, as disclosed in Figure 1, the accelerator is returned to its throttle closed position by a spring H3. Acontact Ht, secured to a support MB of insulating material, together with a contact I it secured to one end of the lever l0t, constitutes the other of the two switches operated by the accelerator and this latter switch is, as disclosed in Figure 1, open when the accelerator is released. This switch is indicated by the reference numeral I20.

The switch operating fiyball governor it disclosed in Figure l is of a standard design, accordingly, said governor is not shown in detail. Sufilce it to say that upon rotation of a pin use centrifugal weights E32 and i3 3 are subjected to a force effecting an angular movement of said weights thereby forcing a movable contact memher 535 upwardly to first open a lower switch 565 and then close an upper switch its, said switches being diagrammatically disclosed in Figure 1. Switch its includes a grounded contact I50 and a contact l52and switch i418 includes contacts ii and I55, both switches having an element in common, that is, the aforementioned movable contact member ltd. The above described opening and closing operation of the switch mechanism 20 occurs at, say, a vehicle speed of five miles per hour; however, said mechanism may be adjusted to operate at a dlfierent speed.

Describing now the aforementioned ignition controlling electrical means, the interrupter switch it is wired in series with primary winding 28 of the ignition coil 26 and with the switch in of the grounded accelerator operated switch mechanism. The distributor 30 of the ignition 60 system includes, of course, a grounded condenser E62, a breaker switch E66 and a rotor it? wired to the several grounded spark plugs, only one of which is disclosed. As disclosed in Figure 1, the interrupter, switch it is also wired in series with 65 the switch MB of the governor operated switch mechanism 20. Completing the description of the conventional ignition system disclosed in Figuie 1, the primary winding 25 of the ignition coil 26 is wired in series with the ignition switch 28 70 and the breaker switch Its of the distributor; and a secondary winding I60 of the ignition coil is wired in series with the rotor i6! and said ignition switch. I

Referring to Figure 2 of the drawings, disclos- 7 ing in detail the motor and valve unit I2, the same includes a multi-sectioned casing including parts 32, 34, 38 and 38 housing a flexible diaphragm 40, constituting the power element oi a-pressure diilerentlal and spring operated double-acting motor described in greater detail hereinafter and indicated by the reference numeral 4|. To this diaphrgam 40 there is secured a connecting rod 42 connected at its end to a crank 44, Figure 1, which actuates the transmission I0. A switch operating rod 48 is secured to said diaphragm and connecting rod and extends within a winding 48. That portion of the rod 48 which extends within the winding 48 constitutes an armature, the armature and winding together constituting a solenoid indicated as a whole by the reference numeral 58. A relatively heavy spring 52, interposed between the casing part 34 and the diaphragm 48, serves to move the diaphragm and the crank 44 connected thereto to the right to establish the transmission in its low gear setting, all of which will be described in detail hereinafter.

The casing parts 34 and 38 are recessed to provide compartments 53 and 54 and a valve operating solenoid 58 is fixedly mounted upon said casing parts. A valve 58 is connected to the armature 88 of the solenoid 56 by a pin 82, said valve being seated upon either seat 84 or seat 68. If the solenoid 88 is energized the valve 58 is moved to the full line position disclosed in Figure 2 upon its seat 84 thereby interconnecting the intake manifold of the engine or other source of vacuum with a compartment 88 of the-motor 4! via the compartment 53 and a duct V connected at one of its ends with a conduit, not shown, leading to said vacuum source. The valve 58 is then in its so-called open position. If the solenoid 58 is deenergized the valve 58 is moved by a spring, not shown, biasing the armature 80 and the valve connected thereto to the position disclosed in dotted lines in Figure 2, The valve is then seated upon seat 88 and is said to be closed. The compartment 88 of the motor 4! is then vented to the atmosphere via the compartment 53, an opening ill in the casing part 38, the compartment 54 and a duct A bored in said casing part. The casing part 32 and a portion of the casing part 34 to- :gether with the diaphragm 48 and the spring 52 constitute the aforementioned single-acting motor 4i, said motor being controlled by the above described valve mechanism, the operation of which will be described in greater detail hereinafter. This valve mechanism may be termed a threeway mechanism, inasmuch as the valve 58 controls the air transmitting passages connected to the atmosphere, the source of vacuum and the motor 4i.

-58 to its open position when the accelerator is released and the speed of the vehicle is sufficiently high to close the switch I48.

Describing now the operation of the mechanism disclosed in the drawings and incidentally completing the description of the details thereof, when the vehicle is at a standstill the transmission III is automatically placed in its low gear setting. The interrupter switch I8 is at this time open, for the diaphragm 48 of the motor 4I is in the dotted line position disclosed in Figure 2 and a full bodied portion I88 oi the switch operating rod 48 is in contact with a switch operating member I4 to depress the same. The diaphragm 40 takes this position at this time because the valve 58 is then in its closed position as disclosed in dotted lines in Figure 2; accordingly, the compartment 88 of the motor 4| is vented to the atmosphere. Explaining the fact that the valve 58 is closed, it is to be noted that the valve operating solenoid 58 is deenergized when the car is at a standstill; for the governor operated switch I48 is then opened, thereby breaking the circuit to ground said solenoid. Now when the motor compartment 88 is vented to the atmosphere the spring 53 expands to move the diaphragm 48 to the right, Figure 2, thereby actuating the crank 44 and placing the transmission III in low gear.

Assuming now that the driver of the car desires to get under way, all that is required of him is to depress the accelerator, assuming of course, that the engine is idling. The car then moves forwardly, the acceleration depending of course upon the degree of depression of the accelerator. If, as suggested supra, the car is equipped with a manually operated three speeds forward and reverse transmission and a fluid clutch, then the driver may, prior to starting the vehicle in motion. place said transmission in high gear, for the then existing low gear setting of the transmission ID coupled with the operation of the fluid clutch makes it possible to effect a smooth start when the manually operated selective transmission is in high gear. Thereafter, under all normal driving conditions, there is no need to change this setting of the manually operated transmission.

Continuing the description of the operation or the mechanismdisclosed in the figures of the drawing, when the desired speed of the vehicleis reached the driver then, of course, releases the accelerator. The throttle is thus moved to ward its closed position and when the same is, say, three-fourths closed there is created sufficient vacuum in the intake manifold of the car to make possible an energization of the motor ii to place the transmission i 0 in its high gear setting. However, in order to efiect this energization it is necessary to open the valve 58 to the position disclosed in full lines in Figure 2 and this is accomplished by releasing the accelerator suiiiciently to permit the spring N32 to open the switch i and close the switch H2. Closing of the switch H2 completes the electrical circuit to energize the valve operating solenoid 56, assuming that the speed of the vehicle exceeds the aforementioned predetermined speed of five miles per hour, for the governor I4 thenfunctions to close switch I48 and open switch 546. Now when the solenoid 56 is energized the valve 58 is as stated above, moved to the position disclosed in full lines in Figure 2, thereby cutting oil the air transmitting connection between the compartments 53 and 54 and completing an air transmitting connection between the manifold or other source of vacuum and the compartment 58 of the motor 4| via the compartment 53, duct V and the conduit, not shown, connecting said duct with the source of vacuum.

The motor compartment 88 having been connected to the partially evacuated manifold is immediately partially evacuated, thereby initiating a movement of the diaphragm 40 to the left, Figure 2, to place the transmission III in its high gear setting. Completing the description of this operation, a compartment I'IIJ of the motor 4i is essence at the time vented to the atmosphere via an opening I12 in the casing part 32. The diaphragm do is thus subjected to a difierential of pressures and the resulting load effects the aforementioned movement of the diaphragm to the left to move the connecting rod 40 and rotate the crank Gd to place the transmission Ill in its high gear setting.

When the accelerator is released to effect the high gear setting of the transmission, the torque or. driving force of the engine is appreciably reduced and this reduction facilitates the demeshing of the gears establishing the second speed setting of the transmission it. This reversal of torque also facilitates the operation of meshing the gear teeth of the transmission In to establish said transmission in high gear. A free wheeling unit may be incorporated in the power transmission mechanism to the rear of the changespeed transmission or transmission and such a unit will also facilitate the aforementioned gear changing operations. Furthermore, the fluid clutch will aid in these operations.

Now, it is necessary to maintain the diaphgram 40 in the vacuum operated position disclosed in full lines in Figure 2, for otherwise, upon depressing the accelerator short of a position to open the switch II2 the manifold vacuum might drop sumciently to efiect an undesired movement of the diaphragm to the right, Figure 2, by the spring 52 with a resultant setting of the transmission IO in low gear. To prevent this operation there is provided the solenoid 50 which functions, when energized, as a holding means to maintain or load the diaphragm 40 in its high gear position thereby supplementing the then existing differential of pressures tending to hold said diaphragm in said position. Referring now to Figure 1 it will be noted that when the governor I4 is operative to close the switch I48, that is when the car speed is above five miles per hour,

. by maintain a relatively high vehicle speed or ting of the transmission. If the vehicle is also is automatically operated to lower the driving ratio between the engine and the driving'wheels of the vehicle, that is, establish the low gear setequipped with a manually' operated transmission, this operation of the transmission idmakes' it unnecessary to shift the gears of the manually operated transmission 7 Describing this operation, when the accelerator is almost fully depressed a stop H2 fixedly mounted on the link 92 moves into contact with the end portion of the lever as. Accordingly, the final. increment of the thottle opening movement of the accelerator serves to open the switch i I2 and permit the spring i 86 to close the switch I20, thereby again deenergizing the solenoids 58 and 5E. The armature 68 of the solenoid 56 is thus again moved downwardly by the spring, not shown, and the valve 5%; is moved to its seat 66 to the position disclosed in dottedlines in Figure 2. As previously described, this operation results in a venting of the motor compartment 68 to the atmosphere.

The venting of the compartment 88 and the deenergization of the solenoid 50 will permit the compressed spring 52 to again move the diaand when the accelerator has beenreleased sum- .ciently to close the switch II2 then the solenoid is energized and so long as it remains energized it holds the diaphragm 40 in its high gear position. As disclosed in'Figure 1 the diaphragm holding solenoid 50 is wired in parallel with the valve operating solenoid 56 in the circuit intercom necting the ignition switch 28, the battery I60, the governor operated switch I48 and the accelerator operated switch II2.

There is thus provided power means, that is,

insure a high gear setting of the transmission In until either the speed of the vehicle is decreased below a predetermined factor or the accelerator phragm 40 to the right, Figure 2, to again establish the transmission I 0 in its low gear setting.

Describing'now another feature of my invention, that is the cycle'of operations effected by the expanding of the spring 52-as a power means,

during the first increment of movement of the ,spring operated diaphragm, the lost motion in the force transmitting linkage interconnecting the diaphragm and the transmissiomgears is taken up. 'It is, of course, true that all such linkage including that within the"transmission issubject to ap reciable wear and tear resulting in lost'motion between the several; parts thereof,

- and there is always some lost motion in this linkthe solenoid 50 or its equivalent-operative to is depressed sufficiently to open the switch .II2

and permit a closing of the switch I20. The-in; corporation of this power means in the motor unit constitutes one of the most important features of my invention. a

The high gear setting of the transmission having been established by releasing the accelerator suihciently to energize the motor II by vacuum, the driver will then depress'the' acceleraator to maintain or increase the speed of the vehicle. However, as described above, the diaphragm l0 and linkage connected thereto will notbe power operated by the spring 52 to again place the transmission III in' low gear until the accelerator is sufllclently depressed to efiect a closing of the switch I20. We will now assumethatthe vehicle is driven into hilly country and the driver fully depresses the accelerator in order toincrease the driving torque of the engine and thereage when the original installation is made despite every eflort to make a tight fit. As this lost motionis being taken up the switch operating rod. isbeing moved to the right, Figure 2, until the member, is positioned immediately adjacent the small bodied portion 88in said rod.

This portion provides a recess I16 receiving the switch operating member 18. Now, when this rod hasmoved'sufllciently to register the recess I-Ii withv the member I4, then the switch 18 is closed. The construction and arrangement of .=the parts, including the depth and length of the recess I'll and the position of the member 14 .within the recess when the diaphragm 4!! is be- 3 ing held by the solenoid 5B in its vacuum op- I erated p sition, are such as to insure a closing offthe switch l8 at substantially the same time that the demeshing movement of the transmission gear teeth is initiated. Now, when the. 'switch I8 is-closed, the electrical ground con- ,nection to the switch I20 is completed, for at this time the driver is maintaining said switch a closed by maintaining the accelerator depressed.

renders the internal-combustion engine inoperative as a source of power, thereby reversing the driving torque. In other words, the moving vehicle then drives the driven shaft of the transmission and the driving shaft of said transmission slows down due to cutting the engine out of operation. This operation, that is, the operation of rendering the engine inoperative, facilitates the operation of demeshing the gear teeth establishing the high gear setting of the transmission, for the latter teeth are no longer being forced into driving contact with each other. If, through faulty construction or normal wear of the transmission, the parts are so constructed and arranged as to fail to effect the aforementioned operation, resulting in an initiation of this demeshing operation slightly before or after the switch 18 is closed, the presence of the fluid clutch, a yieldable connection, will facilitate this demeshing operation. It also follows that if, instead of the change-gear transmission lll, some other type of transmission is used, disabling the internal-combustion engine and reversing the driving torque will facilitate an uncoupling operation of the driving and driven elements of said transmission; and such a disabling operation will facilitate a demeshing of the gears even though the fluid clutch be omitted and the connection of the engine with the transmission be effected only by a manually operated clutch.

Continuing the description of the cycle of operations effected by the spring 52, as the diaphragm moves to the right the construction and arrangement of the parts including the length of the recess tilt is such that the switch 18 remains closed to effect a disabling of the engine until the operation of meshing the gear teeth of the transmission to place the same in low gear is initiated. If the transmission is provided with a so-called synchronizing mechanism the parts may be so constructed and arranged as to maintain a closing of the switch i8 until the synchronizin mechanism has completed its operation. The switch i8 is then again opened when the full bodied portion ioii of the rod 56 contacts the member it and this reopening of the switch results in restoring the ignition system to operation. Accordingly, the operation of the engine is resumed at the same time or substantially the same time that the transmission ill is being meshed in high gear. This is, however, exactly the operation desired, for speeding up the engine obviates the undesirable deceleration or surge of the vehicle that would result if 9. vehicle picked up the load of a dead engine.

The function of the recess H4 is to be particularly stressed, for by Virtue of this recess the initiation of the ignition interruption operation is delayed until the slack in the system is taken up, and the above-described demeshing operation is initiated. This delay results in reducing the length of time during which the ignition is interrupted. It is, of course, desirable to make this period of interruption just as short as possible, for otherwise the intake and exhaust manifolds of the engine may fill up with unburnt combustible gas, which will result in a back flre'when the operation 6! the ignition sys- 10 tem is resumed. The recess I" may be omitted and the same result obtained by positioning a recess anywhere in the force transmitting linkage interconnecting the diaphragm 40 and the transmission. In this case the switch l8 would, of course, be positioned adjacent the slot.

Completing the description of the operation of the mechanism constituting my invention, after placing the transmission In in low gear by depressing the accelerator to its wide open throttle position, the driver will probably keep the accelerator in this position until the vehicle has reached the top of the hill. If this operation is effected on level grdund, the driver will probably maintain the accelerator depressed until the deat a relatively low vehicle speed, depending, of

course, upon the setting of the governor and the switch mechanism operated thereby.

Briefly describing this operation, the electrical circuit to the valve operating solenoids 50 and 56 is broken when the switch 548 is opened and anelectrical circuit including the interrupter switch 18 is completed via the closed governor operated switch I46 which is grounded. The .motor El is then automatically again energized by. the spring 52 to place the transmission ill in low gear and the ignition is successively interrupted and its operation resumed, all as previously described.

There is thus provided, by my invention, a simple and compact spring and presure differential operated motor unit constituting a part of the accelerator and governor controlled transmision operating kickdown mechanism of the day; for the electromagnet 50, operative to hold the power element of the motor ii in its up-shift position, simplifies the construction of the unit as does the electromagnet 56 mounted in the central portion of the unit and operative to operate the control valve of said unit.

Although this invention has been described in connection with a certain specific embodiment the principles involved are susceptible of numerous other applications that will readily occur to to persons skilled in the art. iviy invention is. therefore, to be limited only as indicated by the scope of the appended claims.

I claim:

1. A spring and pressure differential operated motor unit including a motor constituting one section of the unit, a three-way valve for controlling the operation of the motor, electromagnetic means for operating said valve and other electromagnetic means, housed in an end portion of said unit, for holding the power element of the motor unit in one of its operative positions.

2. A spring and pressure differential operated motor unit comprising a multi-sectioned casing housing a motor in one end of said casing, a three-way valve for controlling the operation of the motor, an electromagnet, including an armature connected with the power element of the aforementioned motor, mounted in the casing and serving, when energized, to hold the power element of the motor in one of its operative positions, another electromagnet mounted in the casing and constituting a part of the means for operating the aforementioned control valve; and

i1 l2. electrical control means also mounted in the cas- ZLi' 't' I sum or T' ing, the operation of said control means being controlled by the movement of the aforemeng-gg gifi armature HAROLD W PRICE 2,267,464 1mm me. 23,1941 7 55 2,279,365 Cameron Apr, 14, m2

REFERENCES (SHED The following references are of record to the file of this patent: 

